Vehicle for rough terrain

ABSTRACT

A multiple wheeled vehicle for movement over rough terrain wherein the load carrying portion or body thereof remains stabilized in a substantially horizontal position in both the longitudinal and transverse directions thereof regardless of the contour of the terrain over which the vehicle is travelling.

United States Patent Bird 1 Feb. 15,1972

[54] VEHICLE FOR ROUGH TERRAIN [72] Inventor: James M. Bird, 6737 East12 Street, Tulsa, Okla. 74112 [22] Filed: Sept. 29, 1969 [21] Appl. No.:861,553

[52] US. Cl ..l/66 [51] ..B65k 7/00 [58] Field of Search ..180/66, 6.48,6.3, 44 F, 44 M,

[56] References Cited UNITED STATES PATENTS Martin 1 80/66 Peterson /66Meili Kronquist Slemmons ..1 15/1 Primary Examiner-James B. MarbertAtt0rneyWilliam S. Dorman [57] ABSTRACT A multiple wheeled vehicle formovement over rough terrain wherein the load carrying portion or bodythereof remains stabilized in a substantially horizontal position inboth the longitudinal and transverse directions thereof regardless ofthe contour of the terrain over which the vehicle is travelling.

13 Claims, 17 Drawing Figures mcmmrm 15 I972 3.642.085

SHEET 1 0F 8 INVENTOR. JAMES M. BIRD ATTOR N EY PATENTCOFEMSIQR3.642.085

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INVENTOR. JAMES M. BIRD ATTORNEY PATENiEfl'rca 15 m2 3. 642 O85 sum 5 OF8 I FIG. I3

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. INVENTOR. JAMES M. BIRD 4 4&4 J

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VEHICLE FOR ROUGH TERRAIN This invention relates to improvements invehicles and more particularly, but not by way of limitation, to avehicle for movement over rough terrain.

Geological exploration operations for the oil industry, and the like,frequently requires the transporting of material and personnel overremote areas wherein the terrain is extremely rough. Not only is thecontour of the earth uneven and rough where travelling is required, butalso undergrowth is frequently dense and relatively high, which alsohinders the movement across the area. Of course, there are vehiclesavailable today designed for withstanding hard use and for drivingacross undesirable terrain, but the vehicles normally provide arelatively jerky-type movement which is uncomfortable for the personnel,and may cause serious damage to instruments, and the like, beingtransported through the area.

The present invention contemplates a vehicle particularly designed andconstructed for travelling over rough terrain in a manner overcoming theabove disadvantages. The body or load-carrying portion of the vehicle isstabilized in both the longitudinal and transverse directions wherebythe body remains substantially horizontally disposed regardless of thecontour of the land over which the vehicle traverses. In addition, theheight of the body with respect to the surface of the ground may bevaried in order to elevate the body to a position above any vegetation,boulders or other objects, which facilitates the movement of thematerial and personnel through the remote areas. The novel vehicle isprovided with a plurality of vwheels independently carried by the bodyor loadcarrying portion whereby each wheel is free to adjust to thecontour of the terrain upon which it is resting or over which it ismoving. The wheels are individually powered by means of independentmotors, and are suspended from the body in such a manner that the wheelsmove upwardly and downwardly with respect to the body through asubstantially straight vertical path. This suspension means makes itpossible to maintain the body portion level at all times.

In addition, the wheel suspension mechanism maintains a substantiallyequal weight on all of the wheels during operation of the vehicle. Thetractive effort a wheel can produce is directly related to the weightthat the wheel is supporting. The unique characteristic of the novelsuspension system whereby the weight of the vehicle is distributedequally to all wheels regardless of the terrain makes it possible forall the wheels to exert substantially equal tractive effort.Furthermore, if one wheel passes over or temporarily comes into contactwith a surface having a low coefficient of friction, such as a gravelarea, or the like, the total tractive effort of the vehicle isdiminished only by the fraction that wheel carries with respect to thetotal number of driving wheels. For example, in a sixwheel vehicle, thetractive effort would be decreased or diminished only by one-sixth ofthe total traction, which is a great advantage or improvement over theconventional vehicles in use today. The suspension system ofconventional vehicles is such that the vehicle frame or chassis cannotbe maintained level. As the angle between the vehicle's frame and theearth's gravity vector varies, the weight distribution between thewheels varies. As the weight distribution varies, so must the tractiveeffort of the wheels. Therefore, it follows that with conventionalvehicles any temporary deteriorization of the coefficient of friction ofone wheel can result in a much larger loss of total vehicle tractiveeffort if that wheel is temporarily supporting more than its share ofthe vehicle's weight. This condition can cause the vehicle to loseforward momentum at a time when the loss of momentum can be important.

Furthermore, the vehicle is bidirectional and may be driven or movedwith equal ease in either the forward" or reverse direction. The vehicleis steered by braking the wheels of one side whereby the drive of thebraked wheels is stopped and the opposite wheels turn the vehicle aroundthe stopped wheels, as is well known in track type vehicles.

It is an important object of this invention to provide a novel vehiclefor rough terrain wherein the wheels are independently mounted in amanner for maintaining the vehicle body substantially level regardlessof the contour of the surface of the terrain.

Another object of this invention is to provide a novel vehicle for roughterrain wherein the body of the vehicle may be raised or lowered forfacilitating passage of the vehicle through brush and other obstacles.

Still another object of this invention is to provide a novel vehicle forrough terrain which is bidirectional for facilitating movement thereofover the rough terrain and through heavy growth of vegetation.

A further object of this invention is to provide a novel vehicle forrough terrain wherein a substantially equal weight is maintained on allthe wheels during operation thereof.

Other and further objects and advantageous features of the presentinvention will hereinafter more fully appear in connection with adetailed description of the drawings in which:

FIG. 1 is a side elevational view of a vehicle embodying the invention.

FIG. 2 is an end elevational view ofa vehicle embodying the invention.

FIG. 3 is a side elevational view of a vehicle embodying the inventionand depicted with the vehicle body in a raised position.

FIG. 4 is an end elevational view of a vehicle embodying the inventionand depicting the vehicle on an inclined surface.

FIG. 5 is a side elevational view of a vehicle embodying the inventionand depicting the vehicle on an inclined surface.

FIGS. 6, 7, 8 and 9 are schematic side elevational views depicting avehicle embodying the invention travelling over variable contouredsurfaces.

FIG. 10 is a broken side elevational view of a vehicle embodying theinvention and depicting one wheel in a plurality of positions in dottedlines.

FIG. 11 is a graphic representation of the movement of one of thevehicle wheels and supporting arms therefor.

FIG. 12 is a sectional elevational view taken on line 12-12 of FIG. 1.

FIG. 13 is a broken side elevational view of a vehicle embodying theinvention and depicting a modified wheel support structure therefor.

FIG. 14 is a plan view of the wheel support structure embodying theinvention.

FIG. 15 is a sectional view ofa pivotal connecting member utilized inthe invention.

FIG. 16 is a view taken on line 16-16 of FIG. 15.

FIG. 17 is a schematic view ofa hydraulic circuit which may be utilizedin the invention.

Referring to the drawings in detail, reference character 10 generallyindicates a vehicle having a load carrier portion or body 12 having aplurality of wheels 14 mounted on one side thereof and a plurality ofwheels 16 mounted on the opposite side thereof. As particularly shown inthe drawings, three wheels 14, 14a and 14b are independently mounted inlongitudinally spaced relationship along one side of the body 12 andthree corresponding wheels 16 are independently mounted on the oppositeside of the body 12 in substantially transverse alignment with oroppositely disposed from the wheels 14, 14a and 14b. However, there isno intention of limiting the number of the wheels to the three on eachside as depicted herein.

The body 12 may be of substantially any desired or wellknownconstruction and as depicted herein comprises a plurality oflongitudinally spaced transversely extending channel or I-beam members17 of a substantially U-shaped configuration as particularly shown inFIG. 12. The entire outer periphery of the channel members 17 ispreferably covered by a suitable sheet metal or skin" as is well known,and the interior periphery thereof may also be covered by suitable sheetmetal, or the like, if desired, or alternately, a floor plate (notshown) may be secured to the inner surface of the channel members 17.The U-shaped configuration of the channel member 17 provides asubstantially U-shaped cross-sectional configuration for the body 12,thus providing a load carrying portion 18 having oppositely disposedoutwardly extending side flanges 20 and 22 extending longitudinallyalong the upper edge of the sides thereof. A plurality of apertures 24are provided in the portion of the channel members 17 located in theside flanges 20 and 22 for a purpose as will be hereinafter set forth.The body 12 is supported by the wheels in such a manner that theload-carrying portion 18 is suspended between the wheels as will behereinafter set forth.

The wheels 14, 14a, 14b and 16 are all secured to the body 12 bysubstantially identical wheel support structures generally indicated at30. Accordingly, only one of the wheel supports 30 will be set forth indetail herein. In addition, each wheel is independently powered by asuitable motor 31 which is mounted in the axial center of the wheel asis well known. In the present instance it is preferable that the motors31 be hydraulically actuated, but there is no intention of limiting theinvention to the use of hydraulic wheel motors.

The wheel support 30 generally comprises a first arm 32 pivotallysecured at one end to the body 12 and at the opposite end to a secondarm 34 in a manner as will be hereinafter set forth. The second arm 34is pivotally connected at the outer end thereof to the motor 31 of thewheel 14, and a third arm 36 is pivotally secured at one end to the body12 and the opposite end to the second arm 34 in a manner as will behereinafter set forth. The spatial relationship between the pivot axesof the first and third arms with the second arm and the axis of thewheels is particularly selected in a manner as will be hereinafter setforth whereby the vertical movement of the wheels 14 during travel ofthe vehicle is through a substantially straight line, thus facilitatingmaintaining of the vehicle body 12 in a substantially horizontalposition at all times, particularly in the longitudinal direction of thevehicle. In addition, a suitable hydraulic cylinder 38 is connectedbetween the arms 32 and 34 in a manner and for a purpose as will behereinafter set forth.

The pivot connections between the arms 32, 34, 36 and the vehicle body12 provide for independent vertical fluctuations of the wheels 14 and 16as the vehicle 10 travels in either a left-hand or right-hand directionas viewed in the drawings. As particularly shown in FIG. 1 and 2, in thelowermost position for the body 12 with respect to the wheels 14 and 16,the arms 32 of each support 30 extend substantially horizontally, witheach wheel support structure 30 being particularly designed andconstructed as will be hereinafter set forth for providing clearance forthe horizontally disposed arm 32 of the adjacent wheel support. As shownin FIG. 3, the arms 32 and 34 are substantially fully extended in theuppermost position of the vehicle body 12 with respect to the wheels 14and 16.

The body 12 may be raised and lowered with respect to the wheels byvarying the angle between the arms 32 and 34. The angle between the arms32 and 34 is determined or established by actuation of the hydrauliccylinder 38. It will be apparent that the larger the angle between thearms 32 and 34, the greater the height of the body 12 with respect tothe wheels. Conversely, the smaller the angle between the arms 32 and34, the shorter the height of the body 12 with respect to the wheels 14.

The hydraulic cylinder 38 comprises the usual cylinder housing 40pivotally secured to the arm 32 at 42 and the usual reciprocal piston 44pivotally secured to the am 34 at 46. The cylinder 38 is actuated bysuitable hydraulic fluid for, reciprocation of the piston arm 44, as iswell known. Axially outward movement of the piston arm 44 increases theangle between the arms 32 and 34 and results in a lowering of the wheel14 with respect to the vehicle body 12. Axially inward movement of thepiston arm 44 decreases the angle between the arms 32 and 34 and resultsin raising the wheel 14 with respect to the body 12. A supply orreservoir of hydraulic fluid (not shown) is provided on the vehicle 10and preferably carried in the body 12 in any well-known manner (notshown) for actuation of the cylinders 38. Suitable fluid lines orconduits (not shown) extend between the hydraulic fluid reservoir andeach of the cylinders 38 to provide fluid communication on both sides ofthe piston, as is well known. The fluid lines are preferably disposedwithin the side flanges 20 and 22 throughout the greater portion of theconduit length, and are threaded through the apertures 24 in the channelmembers 18 as required for reaching the position of the cylinders 38.The lines then extend through apertures (not shown) in the side flanges20 and 22 and into connection with the cylinder housing 40 for directingthe fluid to and from the piston area.

Referring now to FIGS. 10 and 11, the relationship between the pivotaxes of the arms 32 and 34 and axis of the wheel 14 for achieving asubstantially true vertical upward and downward movement of the wheels14 during travel of the vehicle 10 is particularly shown. The pivot axis48 between the arm 36 and 34, and pivot axis 50 between the arms 32 and34. and the axis 52 of the wheel 14' lie in a straight line, and sincethe position of each pivot axis is fixed, this straight linerelationship therebetween exists in all positions of the arms and wheel.Thus, the variation of the angle between the arms 32 and 34 results inthe coordinated rotation of arms 32, 34 and 36 toprovide a substantiallytrue vertical movement of the wheel 14.

By way of example, five differing positions of the wheel supportstructure 30 are depicted in FIG. 11, with single lines being used forillustration of the arms 32, 34 and 36, and a circle being used forillustration of the wheel 14. The pivot connection 48 between the arms36 and 34 is represented by a square configuration; the pivot connection50 between the arms 32 and 34 is represented by a hexagonalconfiguration; and the pivot axis 52 of the wheel 14 is represented by acircular configuration. The relative positions of the arms 32, 34 and 36in the first position are identified by the numeral 1 enclosed in acircle, with the corresponding position of the wheel 14 being shown atthe outer extremity of the arm 34. The first position indicated bynumeral 1 is illustrative of a position of the wheel 14 in relativeclose proximity to the vehicle body 12.

A second relative position for the arms 32, 34 and 36 are identified bythe numeral 2 enclosed in a circle. It will be noted that the anglebetween the arms 32 and 34 is slightly greater in position (2) than inposition (1). A third relative position for the arms 32, 34 and 36 isidentified by the numeral 3 enclosed in a circle; a fourth relativeposition between the arms 32, 34 and 36 is identified by the numeral 4enclosed in a circle; and a fifth relative position between the arms 32,34 and 36 is'identified by the numeral 5 enclosed in a circle. It willbe notedthat the angle between the arms 32 and 34 increasesprogressively with the numbered positions, with the position (5)indicating the greatest angle therebetween. The path of verticalmovement of the wheel 14 is indicated by the dashed line V in FIG. 11.Whereas the path V as illustrated herein varies slightly from an exactlystraight line, during the operation of the vehicle 10, visualobservations of the movement of the wheel 14 indicates a substantiallytrue straight vertical movement therefor since the variation therefromis so relatively slight.

The position of the vehicle body 12 with respect to the ground level 48,or with respect to the wheels 14 and 16 may be preselected as desired byoperation of a suitable manual switching arrangement 132 (FIG. 17) forselectively applying fluid to the cylinders 38 in such a manner as todetermine a zero position therefor. For example, if it is desired toposition the body 12 in the lowermost position thereof as shown in FIG.1, the fluid may be applied to the cylinders 38 for controlling thestroke of the piston 44 in such a manner that the normal position forthe arms 32 is substantially horizontal. As the vehicle 10 travels inthe normal forward or reverse direction, the wheels 14 and 16 roll alongthe surface 48 of the Alternatively, the normal position of the body 12with respect to the wheels 14 and 16 may be selected at the uppermostposition of the body 12 as shown in FIG. 3. In this instance, the fluidmay be supplied to the cylinders 38 in such a manner as to provide azero position therefor in substantially the greatest angle between thearms 32 and 34. It will be apparent that the flexibility of movement ofthe wheels 14 and 16 in the vertical direction will be more limited inthis relative position of the body 12. The optimum operating positionfor the vehicle body 12 with respect to the wheels 14 and 16 isconsidered to be a substantially centrally disposed position of the body12 between the uppermost and lowermost positions therefor. It will beapparent from an inspection of FIGS. 4 through 9 that substantially anyvariations of contour of the surface 48 may be encountered by thevehicle 10, with the wheels 14 and 16 absorbing substantially all of theirregularity thereof without tipping of the vehicle 10.

The arms 32 and 34 may be of any suitable construction and as shownherein are preferably of a hollow construction for facilitating thedirecting of hydraulic fluid to the motor 31 for operation thereof. Asparticularly shown in FIGS. 12 and 14 the arm 32 is of substantiallysquare cross-sectional configuration comprising a first elongatedportion having one end secured to a hip joint connector member 56 toprovide for the pivotal connection of the arm 32 with the body 12, aswill be hereinafter set forth in detail. The arm 32 is curved at 58 toprovide an offset portion 60 extending substantially perpendicularlyfrom the elongated portion 54 and in a direction toward the body 12. Theoffset portion 60 terminates in an elbow or curved section 62 whichextends into a second elongated portion 64 substantially parallel to theportion 54, but offset therefrom by the offset section 60. Thisconfiguration provides clearance between adjacent pairs of arms 32 asthe arms pivot about the respective pivot axes 50 as hereinbefore setforth. The second elongated portion 64 is secured to a knee joint member66 which provides said pivotal connection of the arm 32 with the arm 34.

The arm 34 is also of a substantially square cross-sectionalconfiguration which tapers toward smaller dimensions as the arm 34extends from the knee joint 66 to the motor 31. The arm 34 is of anarcuate or varied angular longitudinal configuration to provide a closedpassageway between the knee joint 66 and the motor 31 as will beparticularly seen inFIG. 12. Thus, a closed passageway is provided fromthe hip joint member 56 through the arm 32 to the knee joint 66, throughthe knee joint 66 to the arm 34, and through the arm 34 to the motor 31.Fluid lines extending from a fluid reservoir (not shown) may thus beinserted through the arms 32 and 34 for directing fluid to the motor 31in a manner whereby optimum protection is provided for the fluid lines.

The hip joint 56 and knee joint 66 are substantially identical and thehip joint 56 only is set forth in detail herein as particularly shown inFIGS. and 16. The hip joint 56 is secured between a pair of downwardlyextending flanges 68 and 70 provided on the side flanges and 22 of thevehicle body 12. The hip joint 56 comprises a center sleeve 72 havingone end thereof suitably journaled in a bearing or recess 74 provided ina first end cap 76 and the opposite end cap thereof suitably journaledin a bearing recess 78 provided in a second end cap 80. The end caps 76and 80 are oppositely disposed and in substantially axial alignment andare suitably secured to the flanges 68 and 70, respectively. The end cap76 is provided with an axially extending inwardly directed sleeve 82extending through an aperture 84 provided in the flange 68. The end cap80 is similarly provided with an axially extending inwardly directedsleeve 88 extending through an aperture 88 provided in the flange 70.

An outer sleeve 90 is disposed around the central sleeve 72 and pinnedor otherwise secured thereto for rotation simultaneously therewith abouta common longitudinal axis. Suitable oil seal members 92 and 94 areinterposed between the end caps 84 and 88 and the sleeve 90 as clearlyshown in FIG. 15 to preclude leakage of fluid around the sleeve 90. Thearm 32 is secured to the outer periphery on the sleeve in any well-knownmanner such as by welding or the like, and extends radially outwardlytherefrom for a purpose as will be hereinafter set forth.

The end' cap 76 is provided with a centrally disposed axially extendingstem 96 which is concentric with the sleeve 82 and having an outerdiameter substantially equal to the inner diameter of the central sleeve72. The stem 98 extends longitudinally through the sleeve 72substantially throughout the length thereof. A plurality ofcircumferentially spaced bores 100 are provided in the stem 98 and areeach in communication with a respective transversely extending bore 102provided in the end cap 76. The bores 102 are in communication with arespective suitable fluid passage fitting member 104 which is disposedbetween the end cap 76 and a block 106 secured to the flange 68 inspaced relationship with end cap 76. The block 106 is provided with aplurality of angled passageways 108 providing communication between thefittings 104 and an aperture 110 provided in the flange 68, thusestablishing communication from the exterior of the hip joint 56 to thepassageway 100. A fluid hose such as shown at 112 which is disposedwithin the respective side flange 20 or 22 of the body 12 extends froman aperture (not shown) provided in the respective side flange and intoconnection with bore 110 whereby the fluid from the fluid reservoir (notshown) is directed to the aperture 110 for delivery to the bores 100.

Each of the bores 100 is provided with a radially extended passageway114 providing communication with an adjacent or conterminous annularrecess 116 provided on the outer periphery of the stem 98. A pluralityof longitudinally spaced apertures 118 are provided in the sidewall ofthe tube or rotatable sleeve 72 with each aperture 118 being insubstantial alignment with a recess 116. A plurality of similarly spacedapertures 120 are provided in the sleeve 90 and are in substantialalignment with the ports 118 of the sleeve 72. A fluid line or conduit122 is secured in each aperture 120 and the lines 122 extendinglongitudinally through the sleeve 32 with the opposite end of each line122 being secured to knee joint 66 in a manner as will be hereinafterset forth. Fluid from the fluid reservoir is directed through theconduit 112 into the bore 110 for discharge through the angle aperture108, fitting 104 and passageways 102 and 100. The fluid from thepassageways 100 is directed to the respective conduit 122 through theradial joint 114 and corresponding annular groove 116 and respectivealigned bores 118 and 120.

It will be apparent that the opposite ends of the circuit 122 may besimilarly secured to apertures 110 (not shown) of the knee joint 66 fordirecting fluid through the knee joint 66 and into similar conduits (notshown) extending through the arm 34 into connection with the motor 31.Thus the fluid lines for the motors 31 are concealed for substantiallyprecluding accidental damage or breakage of the lines which would bedetrimental to the operation of vehicle 10.

As hereinbefore set forth, the motors 31 are preferably hydraulic motorsand suitable pumping units (not shown) are installed on the vehicle 10for supplying the fluid to the motors. It is preferable to provide atleast two pumping units for this operation, with one pumping unit beingutilized for supplying the fluid to the motors 31 of the wheels 14, andthe other pumping unit being utilized for supplying fluid to the motors31 of the wheels 16.

Referring to FIG. 13, a modified wheel support structure 100 is shownwherein each of the wheels may be independently secured to the vehiclebody 12 in a manner generally similar to the wheel support 30. The wheelsupport 100 com prises an arm member 102 generally similar to the arm 34and having one end pivotally secured at 104 to the wheel 14 in anysuitable manner. A pair of substantially parallel arms 106 and 108 arepivotally secured to the arm 102 in spaced relationship and in proximityof the opposite end thereof. With respect to the pivot connection 104,the arms 106 and 108 are also pivotally secured at 110 and 112respectively to an arm at member 114 which in turn is pivotally securedto the body 12 in any well-known manner. A tire rod or arm 115 ispivotally secured at one end to the arm 108 as shown at 116 and at theopposite end is pivotally secured to the body 12 at 118. The linkageconnection between the body 12 and wheel 14 provided by the wheelsupport structure 100 results in an operation for the wheels in asubstantially vertical path as the vehicle 12 moves over rough terrainin the manner as hereinbefore set forth.

The wheel support structures 30 and design of the body 12 have beenparticularly designed and constructed to provide a substantially equalload on all the wheels at all times during operation of the vehicle 10.Of course, it is possible to selectively elevate any of the wheels to aposition out of contact with the surface 48, if desired, by actuatingthe respective cylinder 38 properly for altering the angle between thearms 32 and 34 as hereinbefore set forth. Thus the vehicle may be of asix-wheel drive type, four-wheel drive type, or whatever desired wheeldrive.

In order to steer the vehicle, the supply of fluid to the motors 31 ofthe wheels on one side of the vehicle, as for example, wheels 16, may beinterrupted whereby the wheels 16 will cease to rotate. The continuedapplication of fluid to the motors of the opposite wheels, for example,the wheels 14 will cause the vehicle to turn about the stationary wheelsas is well known, thus resulting in the alteration of the course ofmovement of the vehicle 10.

As the vehicle travels over the surface 48 any time any variation in thecontour thereof is encountered by a wheel, the wheel will follow thecontour. If the wheel drops into a recess in the surface 48, the body 12will momentarily drop or tilt simultaneously therewith. However, thehydraulic system will be actuated for restoring an equalized pressure onthe wheels and balancing the fluid pressure in any affected cylinders.FIG. 17 schematically represents a hydraulic system such as may beprovided for maintaining the body 12 level during operation of thevehicle 10.

For example, assuming that the upper portion of FIG. 17 represents thefront of the vehicle 10, the cylinders 38a'and 381) are associated withthe left front and middle wheels 14, respectively, and the cylinder 380is associated with the left rear wheel 14. Similarly, the cylinders 38dand 382 are associated with the right front and center wheels 16 and thecylinder 38f is associated with the right rear wheel 16. A suitablepressure fluid is, directed from a fluid reservoir (not shown) through asuitable conduit or line 130 which is controlled by a suitable valve132. The line 130 delivers the fluid to a plurality of branch lines suchas 136a, 136b, 1360, 136d, 136e, and 136] for distribution to thecylinders 38a through 38f, respectively. The fluid is delivered from thebranch lines to the piston head P of the respective cylinder 38 inaccordance with the operation of the valve 132 for providing thepreselected zero" position for the wheels 14 and 16, as hereinbefore setforth. Thus, the normal position for each piston head P is establishedby the fluid volume contained in the heads of cylinders 38a through 38fand is substantially the same relative position for each cylinder 38when the vehicle 10 is disposed on a substantially level surface.

The rod ends 44 of each cylinder 38 are provided with pressure fluidindependently of the piston head P end thereof. It is preferable toprovide a common pressure source for the cylinders 38a, 38b and 38f, anda second common pressure source for the cylinders 38d, 38:: and 38c.This provides an X-type feel across the vehiclebody 12 for the hydraulicsystem which has proven to be efficient. As shown in FIG. 17, pressureis supplied from a conduit 140 to a suitable valve 142 controlled by asuitable switch (not shown). The valve 142 is in communication with therod end 44 of the cylinders 38a and 3812 through lines 146 and 148. Theline or conduit 148 also provides communication between the rod ends 44of the cylinders 38a and 38b. The valve 142 is in communication with therod end 44 of the cylinder 38f through the conduitor line 150.

Similarly, the rod ends 44 of the cylinders 38d, 38a and 38c areprovided with a common source of pressure. The pressure is providedthrough the line 152 to a suitable valve 154 which is controlled by asuitable switch (not shown). The valve 154 is in communication with therod end of the cylinders 38d and 382 through the lines 158 and l60, andthe line 160 provides communication between the piston rod ends 44 ofthe cylinders 38d and 382. The valve 158 is in communication with therod end 44 of the cylinder 38c through the conduit or line 162.

The valves 142 and 154 are preferably substantially identical and may besolenoid-actuated-type valves, but not limited thereto. The switches(not shown) for operating the solenoids are preferably of a pendulumtype responsive to changes in level with respect to the horizontal, butnot limited thereto.

If the wheel 14 associated with the cylinder 38a drops into a hole orrecess in the surface 48, the front left portion of the vehicle body 12temporarily or momentarily dips or drops and the right rearportionthereof raises simultaneously therewith. This causes the pendulum switchassociated with the valve 142 to actuate the valve 142 whereby pressureis vented from the rod end of the cylinder 3811 through the line 146 andsimultaneously pressure fluid is directed to the rod end of the cylinder38f through the line 156. The vvalve 142 remains in this position untilthe fluid in the cylinder head of the cylinder 38f is moved into thehead of the cylinder 38a to reestablish the equalization of weighton thewheels associated with the cylinder heads of the cylinders 38a and 38f.As this fluid transfer takes places, the cylinder 38a is activated foraltering the relative position of the arms 32, 34 and 36 of the affectedwheel, which raises the lower portion and lowers the raised portion ofthe vehicle body 12 to the level position therefor. As soon as the body12 is restored to the normal level position, the pendulum switch of thevalve 142 deactivates the valve 142 and the balance is maintained in thehydraulic system.

Conversely, if the front left wheel 14 rises to pass over a bump orbulge in the surface 48, the left front portion of the vehicle bodymomentarily rises which activates the switch associated with the valve142 for actuating the valve 142 to restore the body 12 to the normallevel position.

From the foregoing, it will be apparent that the present inventionprovides a multiple wheel vehicle for movement over rough terrain whichis particularly designed and constructed for maintaining the vehiclebody in a stabilized substantially horizontally disposed positionregardless of the contour of the terrain. Each wheel is independentlymounted on the body in a manner for following the contour of the surfaceover which the vehicle is travelling for absorbing substantially allshock due to variations of the contour.

Whereas the present invention has been described in particular relationto the drawings attached hereto, it should be understood that other andfurther modifications, apart from those shown or suggested herein, maybe made within the spirit and scope of this invention.

What is claimed is:

1. A multiwheeled vehicle for travel over rough terrain and comprising abody portion, independent wheel support means carried by the bodyportion for each wheel whereby each wheel is supported independentlyfrom all other wheels, independent power means provided for each wheel,each of said wheel support means having means for connection with therespective wheels to provide substantially true vertical movement foreach wheel completely independently of the body and other wheels as thewheel rolls over the terrain during travel of the vehicle, said wheelsupport means maintaining the body portion in a substantially levelhorizontal position at all times.

2. A multiwheeled vehicle as set forth in claim 1 wherein the wheelsupport connection means includes a plurality of arm members pivotallyconnected between the vehicle and respective wheel independently of allother wheels to provide said vertical movement for each wheel andmaintain substantially equal weight on all the wheels during travel ofthe vehicle.

3. A multiwheeled vehicle as set forth in claim 1 wherein each wheelsupport connection means comprises a plurality of arm members pivotallyconnected between the vehicle and respective wheel independently of allother wheels, and said pivotal connections of each wheel supportincluding at least three pivot axes disposed in substantial alignment toprovide said vertical movement for each wheel.

4. A multiwheeled vehicle as set forth in claim 1 wherein the vehicle iscapable of bidirectional movement, and the power means comprises anindependent hydraulic motor mounted in each wheel, and said wheelsupport means includes means for facilitating delivery of hydraulicfluid to the motors for actuation thereof.

5. A multiwheeled vehicle as set forth in claim 1 wherein each wheelsupport means comprises first, second and third arm members interposedbetween the body and respective wheel, the first and third arm membersbeing pivotally secured between the body and the second arm, the secondarm being pivotally secured between the wheel and the first and thirdarms, said arms being arranged to cooperate for providing saidindependent vertical movement of the wheels during travel of thevehicle.

6. A multiwheeled vehicle as set forth in claim 5 wherein the axes ofthe pivot connections of the first and third arms with the second armand the axis of the pivot connection of the second arm with the wheellie in a substantially straight line to provide said independentvertical movement for each wheel.

7. A multiwheeled vehicle as set forth in claim 5 wherein means isconnected between the first and second arm members for controlling theangle therebetween.

8. A multiwheeled vehicle as set forth in claim 7 wherein said meansconnected between the first and second arm member comprises a hydrauliccylinder.

9. A multiwheeled vehicle as set forth in claim 5 wherein the powermeans comprises an independent hydraulic motor mounted in each wheel,hip joint means providing the pivotal connection for the first arm withthe body, and knee joint means providing the pivotal connection betweenthe first and second arms, said hip and knee joint means providing fluidcommunication through the first and second arms for facilitatingdelivery of hydraulic fluid to each motor for operation thereof.

10. A multiwheeled vehicle as set forth in claim 9 wherein the hip andknee joint each comprise a centrally disposed stationary body, rotatablesleeve means disposed around the sta' tionary body, said stationary bodybeing provided with passageway means providing communication between theexterior and interior thereof, and said stationary body and rotatablesleeve means being provided with passageway means providingcommunication between the interior of the stationary body and exteriorof the rotatable sleeve means.

11. A multiwheeled vehicle as set forth in claim 5 wherein the armmembers of each wheel support means are provided with means permittingoverlapping of at least a portion of the arm members of an adjacentwheel support means without interference therebetween during freepivotal movement of the arm members in a vertical plane.

12. A multiwheeled vehicle as set forth in claim 5 wherein at least onearm member of each wheel support means is of an annular configurationpermitting overlapping of adjacent wheel support means withoutinterference therebetween during free pivotal movement of the armmembers in a vertical plane.

13. A multiwheeled vehicle for travel over rough terrain and comprisinga body portion, independent wheel support means carried by the bodyportion for each wheel whereby each wheel is supported independentlyfrom the other wheels, each of said wheel support means having means forconnection with the respective wheels for movement of the wheels in amanner for maintaining the body portion substantially horizontally levelat all times during travel of the vehicle, independent power meansprovided for each wheel and cooperating with thewheel support meanswhereb the vehicle is capable of bidirectional movement, and sat wheelsupport means dlS- tributing the weight of the vehicle substantiallyequal to all wheels.

1. A multiwheeled vehicle for travel over rough terrain and comprising abody portion, independent wheel support means carried by the bodyportion for each wheel whereby each wheel is supported independentlyfrom all other wheels, independent power means provided for each wheel,each of said wheel support means having means for connection with therespective wheels to provide substantially true vertical movement foreach wheel completely independently of the body and other wheels as thewheel rolls over the terrain during travel of the vehicle, said wheelsupport means maintaining the body portion in a substantially levelhorizontal position at all times.
 2. A multiwheeled vehicle as set forthin claim 1 wherein the wheel support connection means includes aplurality of arm members pivotally connected between the vehicle andrespective wheel independently of all other wheels to provide saidvertical movement for each wheel and maintain substantially equal weighton all the wheels during travel of the vehicle.
 3. A multiwheeledvehicle as set forth in claim 1 wherein each wheel support connectionmeans comprises a plurality of arm members pivotally connected betweenthe vehicle and respective wheel independently of all other wheels, andsaid pivotal connections of each wheel support including at least threepivot axes disposed in substantial alignment to provide said verticalmovement for each wheel.
 4. A multiwheeled vehicle as set forth in claim1 wherein the vehicle is capable of bidirectional movement, and thepower means comprises an independent hydraulic motor mounted in eachwheel, and said wheel support means includes means for facilitatingdelivery of hydraulic fluid to the motors for actuation thereof.
 5. Amultiwheeled vehicle as set forth in claim 1 wherein each wheel suppoRtmeans comprises first, second and third arm members interposed betweenthe body and respective wheel, the first and third arm members beingpivotally secured between the body and the second arm, the second armbeing pivotally secured between the wheel and the first and third arms,said arms being arranged to cooperate for providing said independentvertical movement of the wheels during travel of the vehicle.
 6. Amultiwheeled vehicle as set forth in claim 5 wherein the axes of thepivot connections of the first and third arms with the second arm andthe axis of the pivot connection of the second arm with the wheel lie ina substantially straight line to provide said independent verticalmovement for each wheel.
 7. A multiwheeled vehicle as set forth in claim5 wherein means is connected between the first and second arm membersfor controlling the angle therebetween.
 8. A multiwheeled vehicle as setforth in claim 7 wherein said means connected between the first andsecond arm member comprises a hydraulic cylinder.
 9. A multiwheeledvehicle as set forth in claim 5 wherein the power means comprises anindependent hydraulic motor mounted in each wheel, hip joint meansproviding the pivotal connection for the first arm with the body, andknee joint means providing the pivotal connection between the first andsecond arms, said hip and knee joint means providing fluid communicationthrough the first and second arms for facilitating delivery of hydraulicfluid to each motor for operation thereof.
 10. A multiwheeled vehicle asset forth in claim 9 wherein the hip and knee joint each comprise acentrally disposed stationary body, rotatable sleeve means disposedaround the stationary body, said stationary body being provided withpassageway means providing communication between the exterior andinterior thereof, and said stationary body and rotatable sleeve meansbeing provided with passageway means providing communication between theinterior of the stationary body and exterior of the rotatable sleevemeans.
 11. A multiwheeled vehicle as set forth in claim 5 wherein thearm members of each wheel support means are provided with meanspermitting overlapping of at least a portion of the arm members of anadjacent wheel support means without interference therebetween duringfree pivotal movement of the arm members in a vertical plane.
 12. Amultiwheeled vehicle as set forth in claim 5 wherein at least one armmember of each wheel support means is of an annular configurationpermitting overlapping of adjacent wheel support means withoutinterference therebetween during free pivotal movement of the armmembers in a vertical plane.
 13. A multiwheeled vehicle for travel overrough terrain and comprising a body portion, independent wheel supportmeans carried by the body portion for each wheel whereby each wheel issupported independently from the other wheels, each of said wheelsupport means having means for connection with the respective wheels formovement of the wheels in a manner for maintaining the body portionsubstantially horizontally level at all times during travel of thevehicle, independent power means provided for each wheel and cooperatingwith the wheel support means whereby the vehicle is capable ofbidirectional movement, and said wheel support means distributing theweight of the vehicle substantially equal to all wheels.